U.S. patent number 11,075,412 [Application Number 16/353,284] was granted by the patent office on 2021-07-27 for dynamically disconnectable battery system for a motor vehicle and method for operating a dynamically disconnectable battery system.
This patent grant is currently assigned to AUDI AG. The grantee listed for this patent is AUDI AG. Invention is credited to Berthold Hellenthal, Michael Hinterberger.
United States Patent |
11,075,412 |
Hinterberger , et
al. |
July 27, 2021 |
Dynamically disconnectable battery system for a motor vehicle and
method for operating a dynamically disconnectable battery
system
Abstract
A dynamically disconnectable battery system for a motor vehicle,
including a plurality of battery cells, having a respective battery
cell housing with electrical connections by which the battery cells
are electrically interconnected. In the battery cell housings there
is arranged a respective cell branch connecting the connections to
a galvanic cell. Each cell branch includes a switching element for
opening and closing the cell branch; the battery system includes a
control device, which is configured to actuate all the switching
elements of the cell branches for the opening of the switching
elements when the control device has received a danger signal from
at least one sensor.
Inventors: |
Hinterberger; Michael (Gro
mehring, DE), Hellenthal; Berthold (Schwanstetten,
DE) |
Applicant: |
Name |
City |
State |
Country |
Type |
AUDI AG |
Ingolstadt |
N/A |
DE |
|
|
Assignee: |
AUDI AG (Ingolstadt,
DE)
|
Family
ID: |
67774483 |
Appl.
No.: |
16/353,284 |
Filed: |
March 14, 2019 |
Prior Publication Data
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Document
Identifier |
Publication Date |
|
US 20190288345 A1 |
Sep 19, 2019 |
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Foreign Application Priority Data
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Mar 15, 2018 [DE] |
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102018204000.1 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
H01M
50/572 (20210101); H01M 10/425 (20130101); H01M
10/48 (20130101); B60R 16/033 (20130101); H02J
7/0032 (20130101); H01M 50/20 (20210101); H02J
7/00 (20130101); H02J 7/36 (20130101); H01M
10/4257 (20130101); H01M 2220/20 (20130101); H01M
2010/4271 (20130101); Y02E 60/10 (20130101); Y02T
10/70 (20130101); H02J 2310/40 (20200101) |
Current International
Class: |
H01M
10/42 (20060101); H01M 50/20 (20210101); B60R
16/033 (20060101); H01M 50/572 (20210101) |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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102007017018 |
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Mar 2008 |
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DE |
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102010041024 |
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Mar 2012 |
|
DE |
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102014218850 |
|
Mar 2016 |
|
DE |
|
Primary Examiner: Amponsah; Osei K
Attorney, Agent or Firm: Maier & Maier, PLLC
Claims
The invention claimed is:
1. A dynamically disconnectable battery system for a motor vehicle,
comprising: a plurality of battery cells, having a respective
battery cell housing with electrical connections by which the
battery cells are electrically interconnected, wherein in the
battery cell housings there is arranged a respective cell branch
connecting the connections to a galvanic cell, wherein each cell
branch has a switching element for opening and closing the cell
branch; and the battery system has a control device in
communication with at least one sensor, wherein the control device
is programmed to actuate all the switching elements of the cell
branches to open the switching elements when the control device
receives a danger signal from the at least one sensor above a first
threshold, wherein each battery cell includes at least one internal
sensor integrated with a microcontroller in communication with the
control device, each microcontroller programmed to actuate the
switching element of its respective battery cell to open directly
if the integrated microcontroller determines that the danger signal
received from the at least one internal sensor is above a second
threshold, wherein the second threshold is greater than the first
threshold.
2. The dynamically disconnectable battery system as claimed in
claim 1, further comprising a crash sensor wherein the control
device is programmed to receive the danger signal from the crash
sensor.
3. The dynamically disconnectable battery system as claimed in
claim 1, wherein the sensors are shock sensors, gyrometers and/or
acceleration sensors.
4. The dynamically disconnectable battery system as claimed in
claim 1, wherein the battery system has at least one contactor for
disconnecting a plus pole from a minus pole of the battery system,
wherein the control device is programmed to actuate the contactor
for opening the contactor if the control device has received the
danger signal.
5. The dynamically disconnectable battery system as claimed in
claim 4, wherein the control device is programmed to actuate the
switching elements of the cell branches for opening the switching
elements only if the contactor has been opened.
6. The dynamically disconnectable battery system as claimed in
claim 1, wherein each battery cell housings has a respective bypass
branch for bypassing the respective galvanic cell and each bypass
branch has a bypass switching element for opening and closing the
bypass branch, wherein the control device is programmed to actuate
the switching elements and the bypass switching elements to open if
the control device has received the danger signal above the first
threshold.
7. The dynamically disconnectable battery system as claimed in
claim 6, wherein the control device is programmed to actuate the
switching elements to close the switching elements after the
opening of the switching elements and bypass switching elements if
the battery cells are functioning fault-free and the bypass
switching elements are still opened.
8. The dynamically disconnectable battery system as claimed in
claim 7, wherein the control device is programmed to actuate the
bypass switching elements to close the bypass switching elements
after the opening of the switching elements and bypass switching
elements if the battery cells are not functioning fault-free and
the switching elements are still opened.
9. The dynamically disconnectable battery system as claimed in
claim 1, wherein the at least one internal sensor of each battery
cell detects whether the battery cells are fault-free and transmits
this data to the control device.
Description
FIELD
The invention relates to a dynamically disconnectable battery
system for a motor vehicle. Furthermore, the invention further
relates to a motor vehicle with such a battery system and a method
for operating a dynamically disconnectable battery system.
BACKGROUND
Especially on account of the increasing electrification of motor
vehicles, the use of batteries, for the most part high-voltage
batteries, is becoming increasingly common in electrically driven
motor vehicles. Such battery systems or batteries comprise for
example a plurality of lithium ion cells interconnected with each
other. Especially in event of a crash, a certain danger potential
may be presented by such battery cells, for example, short circuits
caused by deformation, intense heat production, and the like.
Diverse mechanisms are already known in the prior art for
minimizing the risk resulting from batteries, especially in event
of a crash or during other critical situations.
DE 10 2007 017 018 A1 reveals a bypassing of defective cells in
batteries. For the bypassing of individual cells in event of an
excess pressure building up in the cell, a cell bypass device is
proposed, being provided on the outside of the cells and comprising
movable switchable electrical contact elements, which can be
switched from a first to a second switching state.
DE 10 2010 041 024 A1 describes a method in which battery modules
considered to be critical can be deactivated and bypassed.
DE 10 2014 218 850 A1 describes a method for controlling a battery
assembly of a motor vehicle, wherein in event of a defect in one
battery cell the defective battery cell can be disconnected and
bypassed by means of a switching device arranged outside the
battery cell.
SUMMARY
The problem which the present invention proposes to solve is to
provide a solution by means of which the safety and availability of
battery systems with a plurality of battery cells can be improved
in an especially effective manner.
This problem is solved by a dynamically disconnectable battery
system for a motor vehicle and by a method for operating a
dynamically disconnectable battery system with the features of the
independent patent claims. Advantageous embodiments with expedient
and nontrivial modifications of the invention are indicated in the
dependent claims.
The dynamically disconnectable battery system for a motor vehicle
comprises a plurality of battery cells, having a respective battery
cell housing with electrical connections by which the battery cells
are electrically interconnected, wherein in the battery cell
housings there is arranged a respective cell branch connecting the
connections to a galvanic cell. Each cell branch comprises a
switching element for opening and closing the cell branch.
Furthermore, the battery system comprises a control device, which
is configured to actuate all the switching elements of the cell
branches for the opening of the switching elements when the control
device has received a danger signal from at least one sensor.
The battery system in the sense of the invention thus comprises an
interconnection of a plurality of similar galvanic cells or
elements. These may basically include both primary cells and
secondary cells. The cells may also be, for example, so-called
solid state cells and also traditional galvanic cells, such as
lithium ion cells of the like. Likewise, the cells may also be fuel
cells, for example.
Said switching elements may be electronic switching elements, i.e.,
field effect transistors or also diodes. But the switching elements
may also be electromechanical switches, such as relays. What is
essential to the switching elements is that they are able to switch
the respective cell branches with the galvanic cells, i.e., switch
the respective cell branches either electrically conducting or
electrically disconnected, and be compact enough to be accommodated
inside the battery cell housing.
By means of the battery system according to the invention it is
possible to disconnect, on the cell level, all galvanic cells when
necessary from the circuit of the battery system, i.e., also from
each other. For example, if a portion of the battery system is
deformed on account of a crash of the motor vehicle in which the
battery system is installed, it is possible at first to interrupt
all cell branches with the galvanic cells, for safety reasons, by
the control device appropriately actuating the respective switching
elements. For this, the control device may be designed for example
to receive the danger signal from a crash sensor of the motor
vehicle. Crash sensors, also called impact sensors, are usually
employed in motor vehicles to detect an impact of the vehicle
against an obstacle. If the sensor has detected an impact, it sends
an electric pulse to various controllers, which may also include
the control device of the battery system. The crash sensor can be
for example an acceleration sensor, a pressure sensor or also a
sensor which can recognize a crash from changes in structure-borne
sound of the bodywork sheet metal which is deformed by the impact.
Likewise, it is also possible for the control device to be designed
to receive the danger signal from an airbag controller of the motor
vehicle, for example. When the control device has received the at
least one danger signal from the at least one sensor of the motor
vehicle, it will actuate the individual switching elements of the
respective battery cells, so that the switching elements are
opened. In the case of a collision of the motor vehicle, it may be
assured in this way within the shortest time that all battery cells
have been electrically disconnected from each other. It may also be
prevented in this way that intact battery cells dump their energy
into a short circuit, for example, resulting in very heavy current
flowing. With the aid of the dynamically disconnectable battery
system according to the invention, it is possible to interrupt all
circuits at the battery cell level, when necessary. Regardless of
whether some of the battery cells are involved in the crash, and
others not, it is then possible to reliably prevent currents from
flowing within the battery system. With the aid of the battery
system according to the invention, all battery cells can be
electrically disconnected from each other. In this way, an
especially safe battery system is provided.
According to one advantageous embodiment of the invention it is
proposed that the battery cells have at least one sensor for
generating the danger signal, wherein the control device has
decentralized control units integrated in the battery cells,
especially microcontrollers integrated in the battery cells, for
each battery cell, which are configured to actuate the switching
elements for the opening of the switching elements. The
decentralized control units are thus connected by signal technology
to the respective sensors. Said sensors may be, for example, shock
sensors, gyrometers and/or acceleration sensors. Each battery cell
is thus able to recognize danger situations, such as a crash or an
unstable vehicle condition in the form of a skidding and/or a
rollover of the motor vehicle. Furthermore, the battery cells can
themselves decide whether to activate the switching elements
independently. In this way, the comparatively time-consuming
signals from sensors on the vehicle do not have to arrive first at
the battery cells, e.g., via a BUS system. Instead, critical danger
situations of the motor vehicle can be recognized independently at
the cell level and the response can be an independent opening of
the switching elements. Thus, valuable time can be saved,
especially in event of very severe crashes.
One advantageous embodiment of the invention proposes that the
control device has a central control unit which can be connected by
signal technology to the at least one sensor, wherein the control
device has respective decentralized control units, especially
microcontrollers integrated in the battery cells, for each battery
cell, which are configured to actuate the switching elements for
the opening of the switching elements. The central control unit
thus can receive for example the danger signal from a crash sensor
or also from an airbag sensor of the motor vehicle.
Consequently, the central control unit sends corresponding control
commands to the decentralized control units, which then in turn
assure that the respective switching elements of the cell branches
are opened. Signals from the crash sensor or also from the airbag
sensor can be polled by the central control unit in familiar
fashion via a BUS system of the motor vehicle, but also in a
different way. The communication between the central control unit
and the decentralized control units may be wireless, for example,
while a wire-line data transmission or signal transmission is also
possible. Thanks to the decentralized control units, an especially
fault-secure system is provided, since each battery cell is given
its own control unit, for example in the form of a microcontroller.
Furthermore, it is also basically conceivable for the central
control unit to be omitted, in which case the control device then
comprises only the decentralized control units, which can be
coupled by information or signal technology to a crash sensor, for
example, or also to an airbag controller of the motor vehicle.
In another advantageous embodiment of the invention it is proposed
that the battery system comprises at least one contactor for
disconnecting a plus pole from a minus pole of the battery system,
wherein the control device is designed to actuate the contactor for
opening the contactor if the control device has received the danger
signal. The contactor thus serves as a load disconnector, which is
opened as soon as the control device has received the at least one
danger signal from the at least one sensor. Preferably, the battery
system has a respective contactor both near the plus pole and near
the minus pole. In this way, it can be assured at both poles of the
battery system that no more current flows across the poles in the
danger situation.
Another advantageous embodiment of the invention proposes that the
control device is designed to actuate the switching elements of the
cell branches for opening the switching elements only if the
contactor has been opened. The invention is based on the knowledge
that contactors usually have a more sluggish reaction or opening
behavior than the switching elements which can be used in the cell
branches, which are preferably electronic switching elements. The
at least one contactor might be opened for example in the
millisecond range. Once this has occurred, the switching elements
are opened free of load within microseconds to nanoseconds--leaving
out corresponding internal short circuits within the battery
system. For example, if the battery system has not been entirely
affected by a crash so that all battery cells can no longer be
used, it can be ensured in this way that the switching elements are
not needlessly involved in the opening process, since these can be
switched substantially load-free as long as the at least one
contactor was previously opened.
In another advantageous embodiment of the invention it is proposed
that there is arranged in the battery cell housings a respective
bypass branch for bypassing the respective galvanic cell and each
bypass branch has a bypass switching element for opening and
closing the bypass branch, wherein the control device is designed
to actuate the switching elements and the bypass switching elements
to open if the control device has received the danger signal. In
this way, it can be ensured that no current can flow either across
the bypass branch or across the respective cell branch, namely,
once the respective switching elements or bypass switching elements
have been opened.
Another advantageous embodiment of the invention proposes that the
control device is designed to actuate the switching elements to
close the switching elements after the opening of the switching
elements and bypass switching elements if the battery cells are
functioning fault-free and the bypass switching elements are still
opened. The dynamically disconnectable battery system is thus
preferably able to recognize which of the battery cells are
functioning fault-free and which have been affected so much that
they are no longer functioning fault-free. The former can be
reactivated after a crash, for example, by leaving the previously
opened bypass switching elements to remain open, while the
switching elements of the cell branches are closed. Thus, it is
possible in the dynamically disconnectable battery system to decide
at the battery cell level, after an accident, which of the battery
cells can continue to be used with no problem for the power supply.
For example, it is conceivable that only some of the battery cells
in a front region of the battery system are affected on account of
a frontal impact, whereas battery cells in a middle and rear region
have remained intact. The latter may then--so long as it is
unobjectionable for safety reasons--be used for the power supply of
the particular motor vehicle. In this way, continued operation is
possible even after a crash.
According to another advantageous embodiment of the invention it is
proposed that the control device is designed to actuate the bypass
switching elements to close the bypass switching elements after the
opening of the switching elements and bypass switching elements if
the battery cells are not functioning fault-free and the switching
elements are still opened. In this way, the battery cells not
functioning fault-free can be easily bypassed at the cell level.
For example, if the battery cells are hooked up partly in series,
the bypass branches can be closed for the battery cells not
functioning fault-free, so that the particular series circuit of
the battery cells can still carry current, but without any current
flowing in the battery cells not functioning fault-free. In the
case of a parallel circuit of partly defective and nondefective
battery cells, on the other hand, it is not absolutely necessary to
close these bypass branches. Because of the fact that the battery
cells have these bypass branches with the bypass switching
elements, a maximum design freedom results in terms of the
interconnecting of the battery cells, whereby even after a
crash--depending on which of the battery cells have been affected
or not--they can still continue to be used with no problem in the
overall makeup of the battery system or be bypassed.
In another advantageous embodiment of the invention it is proposed
that the battery cells each comprise at least one sensor which is
designed to detect whether the battery cells are fault-free and to
transmit this data to the control device. For example, several
sensors may also be integrated in battery cells, which are designed
to measure temperatures, stresses, currents, internal cell
pressures, and the like, and to transmit this data to the control
device. The battery cells themselves can thus be individually
checked and monitored at the cell level. After an accident of the
motor vehicle, it is thus possible to perform a respective
diagnostics at the cell level in order to determine which of the
battery cells are still functioning fault-free and which are
not.
The motor vehicle according to the invention comprises the
dynamically disconnectable battery system according to the
invention or an advantageous embodiment of the dynamically
disconnectable battery system.
In the method according to the invention for operating the
dynamically disconnectable battery system or an advantageous
embodiment of the dynamically disconnectable battery system, the
control device of the battery system actuates all the switching
elements of the cell branches for the opening of the switching
elements when the control device has received a danger signal from
at least one sensor. Advantageous embodiments of the battery system
according to the invention should be regarded as advantageous
embodiments of the method according to the invention, whereby the
battery system in particular comprises means of implementing the
steps of the method.
BRIEF DESCRIPTION OF DRAWINGS
Further benefits, features and details of the invention will emerge
from the following description of preferred exemplary embodiments
and with the aid of the drawing. The features and combinations of
features mentioned above in the description as well as the features
and combinations of features mentioned hereafter in the description
of the figures and/or shown solely in the figures may be used not
only in the particular indicated combination, but also in other
combinations or standing alone, without leaving the scope of the
invention.
The drawing shows:
FIG. 1 a schematic representation of a motor vehicle with a
dynamically disconnectable battery system, which serves for
supplying energy to an electric machine for the driving of the
motor vehicle; and
FIG. 2 a schematic representation of the battery system, having
respective switching elements and bypass switching elements at the
battery cell level.
DETAILED DESCRIPTION
In the figures, the same or functionally identical elements are
given the same reference numbers.
A motor vehicle 10 is shown in highly schematized representation in
FIG. 1. The motor vehicle 10 comprises a dynamically disconnectable
battery system 12. The battery system 12 comprises a plurality of
battery cells 14, which are electrically interconnected with each
other. Furthermore, the battery system 12 comprises a control
device 16 for actuating the respective battery cells 14. The
battery cells 14 may be lithium ion cells, for example, but other
cell technologies are also possible.
The interconnection of the battery cells 14 produces overall a
high-voltage battery for the motor vehicle 10. The battery system
12 may supply a power electronics 18 with electrical energy, which
in turn serves for actuating an electric machine 20 for the driving
of the motor vehicle 10. The control device 16 of the battery
system 12 is furthermore coupled to at least one sensor 22 of the
motor vehicle 10. The sensor 22 may be, for example, a crash sensor
or also for example an airbag sensor. Furthermore, it is also
possible for the control device 16 to be coupled to several such
sensors 22. In the battery cells 14 themselves, respective sensors
not shown here can also be integrated in the form of shock sensors,
gyrometers, and/or acceleration sensors.
FIG. 2 shows the battery system 12 in a schematized detail view.
Once again, several of the battery cells 14 are shown, the battery
cells 14 having respective battery cell housings 24 with respective
electrical connections 26, 28, by which the battery cells 14 are
electrically interconnected to each other. In the battery cell
housings 24 there is arranged a respective cell branch 30
connecting the connections 26, 28 to a galvanic cell 32.
In the battery cell housings 24 there is furthermore arranged a
respective bypass branch 34 for the bypassing of the respective
galvanic cell 32. Each cell branch 30 further comprises a switching
element 36 for the opening and closing of the cell branch 30, each
bypass branch 34 having a bypass switching element 38 for the
opening and closing of the respective bypass branch 34.
Each battery cell 14 includes a microcontroller 40, which can
actuate the respective switching element 36 and the respective
bypass switching element 38 for opening and closing. The
microcontrollers 40 in turn are connected to a central control unit
42 by data or signal technology. This connection for example may be
wireless, or the connection can just as easily be wire-line. The
central control unit 42 and the respective microcontrollers 40
together form the control device 16 of the battery system 12
indicated schematically in FIG. 1. The central control unit 42 is
connected to the sensor 22 of the motor vehicle 10.
Furthermore, the battery system 12 comprises one contactor 46 in
the vicinity of a plus pole 44 and another contactor 50 in the
vicinity of a minus pole 48 of the overall battery system 12.
If the motor vehicle 10 collides for example with another vehicle
or also with a stationary object, the at least one sensor 22 can
detect this and transmit a corresponding danger signal to the
central control unit 42. Consequently, the central control unit 42
relays corresponding signals to the respective microcontroller 40,
which consequently actuates the switching elements 36 and bypass
switching elements 38 in such a way that they are opened. The
central control unit 42 furthermore actuates the contactors 46, 50,
and consequently these are opened. It may also be provided for the
respective microcontrollers 40 to actuate the switching elements 36
and bypass switching elements 38 within the respective battery
cells 14 to open only if the contactors 46, 50 have been opened.
The contactors 46, 50 have a more sluggish reaction behavior than
the switching elements 36, 38 arranged in the battery cells 14,
which are preferably electronic switching elements, such as field
effect transistors or also diodes. If the switching elements 36 and
bypass switching elements 38 provided in the battery cells 14 are
opened only if the contactors 46, 50 have been opened, it can be
assured that the internal cell switching elements 36, 38 are
switched load-free--apart from any short circuits between the
battery cells 14.
In the event of a crash during which for example a portion of the
battery system 12 is deformed, it can thus be assured that all
galvanic cells 32 of the respective battery cells 14 are
electrically disconnected from each other. Even if a theoretical
short circuit would potentially exist due to heavy deformations of
the individual cell housing 24, no more current will flow inside
the battery cells 14 or also between the battery cells 14.
Inside the battery cells 14, several sensors not represented here
can be arranged, being designed to detect the most diverse
operating parameters and measured quantities. These sensors may
detect, for example, temperatures, currents, stresses, internal
cell pressures, and the like. After a crash of the motor vehicle
10, the respective sensors may transmit data regarding the
registered measurement values for example to the central control
unit 42 and/or to the microcontrollers 40.
Based on this, the central control unit 42 for example can
ascertain which of the battery cells 14 are still functioning
fault-free and which are not. For example, if only the battery
cells 14 located in the front area of the battery system 12 have
been affected by a frontal crash of the motor vehicle 10, while the
remaining battery cells 14 remain intact, the intact and still
perfectly functional battery cells 14 can continue to be used for
the energy supply and thus for the driving of the motor vehicle
10.
Furthermore, the sensors already mentioned in the form of shock
sensors, gyrometers, and/or acceleration sensors may also be
integrated inside the battery cells 14. In this case, the battery
cells 14 themselves--i.e., without a data link to the at least one
vehicle-side sensor 22--can recognize whether a danger situation is
occurring, such as a crash, a skidding or a rollover of the motor
vehicle 10. The microcontrollers 40 can open the switching elements
36 and bypass switching elements 38 in decentralized manner, based
on danger signals provided by these internal cell sensors. The
battery system (12) may also be designed redundant with respect to
the handling and processing of the danger signals, so that danger
signals provided at both the vehicle side and the cell side can be
taken into account. For example, it is conceivable in such a
redundant design that certain threshold values will be established,
e.g., for accelerations. If the threshold values are crossed by the
accelerations detected by the internal cell sensors, the switching
elements 36 and bypass switching elements 38 will be opened
directly. If the threshold values are not reached by the
accelerations detected by the internal cell sensors, the system
will wait for a signal input from the vehicle-side sensor 22 and
only then will the opening of the switching elements 36 and bypass
switching elements 38 occur. This can prevent a hasty and possibly
needless opening of the switching elements 36 and bypass switching
elements 38. On the other hand, if a collision of the motor vehicle
10 is very severe, so that the threshold values are crossed, the
battery cells 14 can independently respond very quickly to this by
an opening of switching elements 36 and bypass switching elements
38 even before the danger signal has arrived from the vehicle-side
sensor 22.
The control device 16, i.e., the assemblage of the central control
unit 42 and the microcontrollers 4, is designed to actuate the
switching elements 36 to close the switching elements 36 after the
opening of the switching elements 36 and the bypass switching
elements 38 for the battery cells 14 functioning fault-free with
the bypass switching elements 38 still opened. In other words, the
galvanic cells 32 of the intact battery cells 14 thus continue to
be interconnected in current conducting manner.
For the battery cells 14 not functioning fault-free, with switching
elements 36 still opened, the bypass switching elements 38 are
closed. In the case of a pure series circuit of the battery cells
14, it is ensured in this way that the defective battery cells 14
can be easily bypassed internally in the cell with respect to the
galvanic cells 32, so that a current flow is made possible in a
series circuit of defective and nondefective battery cells 14.
Of course, contrary to the representation shown, the battery cells
14 may also be assembled into individual cell blocks or modules,
and within these modules the battery cells 14 may also be switched
in parallel, for example. It need not be provided, for the parallel
switched battery cells 14, that the parallel switched and no longer
intact battery cells 14 be used likewise to carry current by
closing the bypass switching elements 38--as long as at least one
of the battery cells 14 is still intact and the switching element
36 has been closed accordingly after the crash.
Thus, with the described battery system 12, it is possible on the
one hand to disconnect the individual galvanic cells 32 from each
other in a reliable manner on the cell level in event of a crash or
a collision of the motor vehicle 10. On the other hand, it is also
possible to decide on the cell level which of the battery cells 14
in the battery system 12 are still intact and can continue to be
used for the energy supply after a crash.
* * * * *